Pilotless transportation aerial-vehicle having distributed-batteries and powering method therefor

ABSTRACT

A battery-powered pilotless aerial vehicle has a center unit, a plurality of rotor units coupled to the center unit, a plurality of battery assemblies, and a plurality of electrical circuitry components including a central control circuitry and at least a flight control subsystem, a detecting and avoiding subsystem, and an emergency communication subsystem controlled by the central control circuitry. The center unit receives one or more of the electrical circuitry components and has a compartment for accommodating one or more passengers or cargo goods. Each rotor unit comprises a propelling module functionally coupled to the central control circuitry. The one or more battery assemblies are configured for being controlled by the flight control subsystem for at least powering the propelling modules, and are at a distance away from the center unit for reducing electromagnetic interference to the electrical circuitry components therein.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/729,839 filed Sep. 11, 2018, the content ofwhich is incorporated herein by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to pilotlesspersonal-transportation or cargo-transportation aerial-vehicles, and inparticular to pilotless aerial-vehicles powered by distributed batteriesfor personal or cargo transportation, and a powering method for same.

BACKGROUND

Unmanned aerial vehicles (UAVs) or drones are known. A UAV generallycomprises a flight structure received therein or thereon an energysource for driving an engine to flight, a central controller forcontrolling the engine, and other components as required. A UAV may beoperated by a remote operator via a remote control in communication withthe central controller, and/or operated automatically or autonomously bya pilot program on the UAV or remote thereto. Therefore, a fundamentaldifference between UAVs and traditional aircrafts is that UAVs do nothave any human pilots onboard.

UAVs may be powered by various energy sources such as batteries, solarpanels, and/or fuels (for example, gas, diesel, and the like). Inprior-art battery-powered UAVs, the batteries thereof are usuallyrechargeable Lithium-ion polymer batteries (also called “Lithium polymer(Li-Po) batteries”). While Li-Po batteries are of light weight, theygenerally occupy a substantive space in the UAV, provide limited flighttime, and require long recharging time.

In prior-art battery-powered UAVs, the batteries thereof are usuallyarranged near the central controller, and may cause interferences tocomponents thereof. Such interference may occur during preflightcalibrations and/or flight thereby preventing proper operation of theUAV or causing a critical UAV failure such as a crash during flight.

For example, it has been observed that batteries at high discharge ratesmay cause magnetic interference to magnetometer which is a componentoften in or used by the central controller. As another example, whilemetal-clad batteries have the advantages of high energy-density and thushigh energy-storage capacity, they may cause significant magneticinterference to the nearby central controller and therefore, have notgained use in prior-art UAVs.

SUMMARY

According to one aspect of this disclosure, there is disclosed abattery-powered, multiple-rotor, pilotless Autonomous Aerial Vehicle(AAV) which may be a personal-transportation drone (PTD), apassenger-transportation drone, a cargo-transportation aerial-vehicle,or the like. The battery-powered aerial vehicle does not require a pilotonboard and may be operated autonomously or may be remotely controlled.

In some embodiments, the battery-powered aerial vehicle may be anautonomous aerial vehicle for transporting human passengers. In someother embodiments, the battery-powered aerial vehicle may be anautonomous cargo aerial vehicle for transporting a variety of objects.In some embodiments, the battery-powered aerial vehicle may be aremotely-controlled aerial vehicle for transportation.

According to one aspect of this disclosure, the battery-powered aerialvehicle comprises a center unit, a plurality of rotor unitscircumferentially uniformly distributed about and coupled to the centerunit, and one or more battery assemblies. The center unit comprises acentral control circuitry. Each rotor unit comprises a propeller, amotor coupled to and driving the propeller, and an electricalspeed-controller (ESC) module electrically coupled to the motor forcontrolling the speed of the motor. The one or more battery assembliesare configured for powering at least the motors and the ESC module, andmay also be configured for powering the central control circuitry. Eachof the one or more battery assemblies is located in a rotor unit inproximity with or adjacent to the motor thereof.

Therefore, the one or more battery assemblies are at a distance awayfrom the central control circuitry. Interferences that the one or morebattery assemblies may otherwise cause to the central control circuitryare significantly reduced.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising a body; a central controlcircuitry received in the body; at least one propelling module receivedin the body and functionally coupled to the central control circuitry,each of the at least one propelling module comprising a base structure;and one or more battery assemblies coupled to or received in the body.

The one or more battery assemblies are configured for at least poweringthe at least one propelling module, and the one or more batteryassemblies are at a distance away from the central control circuitry forreducing electromagnetic interference to the central control circuitry.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising: a center unit comprising acentral control circuitry; a plurality of rotor units circumferentiallyuniformly distributed about and coupled to the center unit; and one ormore battery assemblies for powering at least the motors and theelectrical speed-controllers. Each rotor unit comprises a propeller, anelectrical motor coupled to and driving the propeller, and an electricalspeed-controller electrically coupled to the motor for controlling thespeed thereof. Each of the one or more battery assemblies is located ina rotor unit in proximity with or adjacent to the motor thereof.

In some embodiments, the aerial vehicle comprises a propelling modulefor flight, a central control circuitry for controlling the propellingmodule, and one or more battery assemblies such as metal-cladhigh-energy-density battery assemblies and/or Li-Po batteries forpowering the propelling module and the central control circuitry,although in some embodiments the central control circuitry may have itsown power source. Each battery assembly may comprise one or more batterycells. The aerial vehicle may be operated by a remote operator via aremote control in communication with the central control circuitry,and/or operated automatically or autonomously by a pilot program on theaerial vehicle or remote thereto.

In various embodiments, the one or more battery assemblies are at adistance away from the central control circuitry for reducing oreliminating electromagnetic interference to the central controlcircuitry and the components thereof such as magnetometer.

In some embodiments, the aerial vehicle is a battery-powered UAV havinga distributed battery pack and at least one ESC module. The distributedbattery pack comprises one or more battery assemblies located away fromthe UAV center controller with distances sufficient for reducing oreliminating electromagnetic interference to components thereof.

In some embodiments, the UAV is a battery-powered, multiple-axial ormultiple-rotor UAV such as quadcopter (i.e., drones having four rotorunits), hexacopter (i.e., drones having six rotor units), octocopter(i.e., drones having eight rotor units), and the like, wherein in eachrotor unit, the UAV comprise an electrical motor with a rotor blade orpropeller rotatably coupled thereto. A metal-clad high-energy-densitybattery assembly of the distributed battery pack is arranged adjacent(e.g., underneath) each rotor unit, and mechanically and electricallycoupled thereto for powering the electrical motor.

In some embodiments, each battery assembly of the distributed batterypack is located in proximity with or adjacent to a motor and has acapacity sufficient for providing the required power to that motor.

In some embodiments wherein the UAV comprises a plurality of connectingarms, each connecting arm supports a motor at a distal end thereof,wherein each battery assembly is located about the distal end of arespective connecting arm, such as coupled to the motor or coupled tothe connecting arm about the distal end thereof, for powering the motor.

In some embodiments, each battery assembly may also act as a supportingleg, or be a part of a supporting leg, or be attached to a supportingleg.

In some embodiments wherein each motor is mounted on a base structure,each battery assembly is also coupled to a respective base structure. Ofcourse, those skilled in the art will appreciate that in someembodiments, the locations of the battery assemblies may be acombination of the locations described herein. For example, some batteryassemblies may be located underneath respective motors as supportinglegs, and some other battery assemblies may be located in connectingarms.

In some embodiments, each ESC module is located near a respective motorand is electrically coupled to a respective battery assembly and therespective motor for powering the motor and controlling the speedthereof thereby resulting in much shorter electrical wiring betweenmotor and the ESC module as well as shorter electrical wiring betweenthe battery and the ESC module compared to that in conventional UAVs inwhich the ESC modules are located distant from the battery or distantfrom the motor. These short electrical wirings between the batteryassembly and the ESC modules reduce the electrical noise and variationotherwise caused by the wirings during dynamic motor speed variations,thereby reducing the probability of ESC-module failure. These shortelectrical wirings between the battery and the ESC module as well as theESC module and the motor result in lower UAV weight.

Those skilled in the art will appreciate that battery drain may not beeven across all battery assemblies (i.e., battery assemblies may not beevenly drained) due to uneven loads placed on motors. In someembodiments, battery-power balancing is used for balancing the powerconsumption of each battery assembly, and for maximizing the life of thebattery assemblies. In some embodiments, passive balancing may be used.In some other embodiments, active balancing may be used. In yet someother embodiments, a battery management system (BMS) may be used.Depending on the implementation, the BMS may comprise active balancing,temperature monitoring, charging, and other suitable battery managementfunctions.

According to one aspect of this disclosure, there is disclosed abattery-powered aerial vehicle comprising: a center unit comprising acompartment for receiving therein one or more passengers and/or cargogoods; one or more rotor units coupled to the center unit; one or morebattery assemblies; and a plurality of electrical circuitry componentscomprising a central control circuitry and at least a flight controlsubsystem, a detecting and avoiding subsystem, and an emergencycommunication subsystem controlled by the central control circuitry, oneor more of the plurality of the electrical circuitry components receivedin the center unit. The one or more rotor units comprise one or morepropelling modules functionally coupled to the central controlcircuitry; the one or more battery assemblies are configured for beingcontrolled by the flight control subsystem for at least powering the oneor more propelling modules; and the one or more battery assemblies areat a distance away from the center unit for reducing electromagneticinterference to the one or more of the electrical circuitry componentsin the center unit.

In some embodiments, one or more of the plurality of the electricalcircuitry components are received in an upper portion of thecompartment; and at least one of the one or more battery assemblies isreceived in a lower portion of the compartment.

In some embodiments, at least one of the one or more battery assembliesis received in a lower portion of the compartment under a floor thereof.

In some embodiments, the one or more rotor units coupled to a lowerportion of the center unit.

In some embodiments, the one or more rotor units coupled to an upperportion of the center unit.

In some embodiments, the battery-powered aerial vehicle furthercomprises one or more supporting legs; and at least one of the one ormore supporting legs comprises at least one of the one or more batteryassemblies.

In some embodiments, at least one of the one or more battery assembliesis located in a rotor unit and is configured for acting as a supportingleg.

In some embodiments, the battery-powered aerial vehicle furthercomprises a plurality of supporting legs; and at least one of the one ormore battery assemblies extends between two of the plurality ofsupporting legs.

In some embodiments, at least one of the plurality of supporting legsextends downwardly from one of the one or more rotor units.

In some embodiments, the battery-powered aerial vehicle comprises aplurality of rotor units; and at least one of the one or more batteryassemblies extends between two of the plurality of rotor units.

In some embodiments, at least one of the one or more battery assembliesextends downwardly from at least one of the one or more propellingmodules.

In some embodiments, the one or more rotor units are coupled to thecenter unit via one or more coupling components.

In some embodiments, each of the one or more coupling components is aconnecting arm.

In some embodiments, the battery assembly extends downwardly from thecoupling component.

In some embodiments, the battery-powered aerial vehicle furthercomprises a cage; at least one of the one or more battery assembliesforms a part of the cage.

In some embodiments, the battery-powered aerial vehicle furthercomprises a cage; and at least one of the one or more battery assembliesis received in the cage.

In some embodiments, the cage is located under the compartment.

In some embodiments, the plurality of electrical circuitry componentsfurther comprises a backup central control circuitry.

In some embodiments, the plurality of electrical circuitry componentsfurther comprises at least a magnetometer in the center unit.

In some embodiments, at least one of the one or more battery assembliescomprises one or more metal-clad battery cells.

In some embodiments, each of the one or more battery assemblies is inproximity with or adjacent to one of the one or more propelling modules;and the central control circuitry is at the distance away from the oneor more propelling modules.

In some embodiments, the central control circuitry comprises abattery-power balancing circuit for balancing the power consumptionrates of the one or more battery assemblies.

In some embodiments, each of the one or more propelling modulescomprises an electrical motor coupled to a base structure, a propellerrotatably coupled to the electrical motor, and an electricalspeed-controller coupled to the base structure and electrically coupledto the electrical motor for controlling the speed thereof.

In some embodiments, the propeller of at least one of the one or morepropelling modules is located above the electrical motor.

In some embodiments, the propeller of at least one of the one or morepropelling modules is located under the electrical motor.

In some embodiments, the plurality of electrical circuitry componentsfurther comprise a flight management subsystem.

In some embodiments, the flight control subsystem and flight managementsubsystem are configured for automatically controlling managing theflight of the battery-powered aerial vehicle.

In some embodiments, the plurality of electrical circuitry componentsfurther comprise a communication subsystem (e.g., for audio/videocommunication and/or data communication) and a power managementsubsystem.

In some embodiments, the plurality of electrical circuitry componentsfurther comprise a climate control subsystem, a furniture controlsubsystem, an entertainment subsystem, and a booking and paymentsubsystem.

In some embodiments, the plurality of electrical circuitry componentsfurther comprise one or more backup subsystems of at least the flightcontrol subsystem, the detecting and avoiding subsystem, and theemergency communication subsystem.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a perspective view of a battery-powered, multiple-rotor,pilotless, personal-transportation aerial vehicle having a center unitand a plurality of rotor units, according to some embodiments of thisdisclosure;

FIGS. 1B and 1C are front and plan views of the aerial vehicle shown inFIG. 1A, respectively;

FIG. 2 is a perspective view of a passenger compartment of the aerialvehicle shown in FIG. 1A;

FIG. 3 is a perspective view of a rotor unit of the aerial vehicle shownin FIG. 1A;

FIG. 4 is a perspective view of a supporting leg of the aerial vehicleshown in FIG. 1A;

FIG. 5 is a schematic electrical diagram showing the powering of theaerial vehicle shown in FIG. 1A;

FIG. 6 is a schematic electrical diagram showing the powering of theaerial vehicle shown in FIG. 1A, according to some alternativeembodiments of this disclosure;

FIG. 7 is a schematic diagram showing the subsystems of the aerialvehicle shown in FIG. 1A;

FIGS. 8A to 8C are perspective, front, and plan views, respectively of abattery-powered, multiple-rotor, pilotless, personal-transportationaerial vehicle having a center unit and a plurality of rotor units,according to some alternative embodiments of this disclosure;

FIGS. 9A to 9C are perspective, front, and plan views, respectively of abattery-powered, multiple-rotor, pilotless, cargo-transportation aerialvehicle having a center unit and a plurality of rotor units, accordingto some alternative embodiments of this disclosure, wherein thecompartment is at an elevation substantively under the plane of theconnecting arms;

FIG. 10 is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle having a center unit anda plurality of rotor units, according to yet some alternativeembodiments of this disclosure;

FIG. 11 is a perspective view of a rotor unit of the aerial vehicleshown in FIG. 10 ;

FIG. 12 is a perspective exploded view of the rotor unit shown in FIG.11 ;

FIGS. 13A to 13H show the base structure of the rotor unit shown in FIG.11 , wherein

FIG. 13A is a perspective view of the base structure, viewing from afirst viewing angle,

FIG. 13B is a perspective view of the base structure, viewing from asecond viewing angle,

FIGS. 13C to 13G are front, rear, plan, bottom, and side views of thebase structure, respectively, and

FIG. 13H is a schematic cross-sectional view of the base structure;

FIGS. 14A to 14E show the housing of the battery assembly of the rotorunit shown in FIG. 11 , wherein

FIG. 14A is a perspective view of the battery housing, viewing from afirst viewing angle,

FIG. 14B is a perspective view of the battery housing, viewing from asecond viewing angle,

FIGS. 14C and 14D are side and front views of the battery housing,respectively, and

FIG. 14E is a schematic cross-sectional view of the battery housing;

FIG. 15 is a schematic cross-section view of a portion of the rotor unitshown in FIG. 11 , illustrating the electrical connections thereof;

FIG. 16 is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to still somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit and six rotor units;

FIG. 17 is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to still somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit and eight rotor units;

FIG. 18 is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to still somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit, four rotor units with battery assembly, andfour rotor units without battery assembly;

FIG. 19A is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to still somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit, four rotor units each having a supporting leg,and four battery assemblies as crossbars between the supporting legs;

FIG. 19B is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to still somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit, four rotor units each having a supporting leg,and four battery assemblies as connecting arms between base structuresof the rotor units;

FIG. 19C is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit, four rotor units each having a supporting leg,and a cage formed by connecting arms and supporting legs, the cagecomprising the battery assemblies;

FIG. 19D is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit having a compartment, and six rotor units eachhaving a supporting leg and coupled to a lower portion of thecompartment, the compartment comprising at least some electricalcomponents in an upper portion thereof and the battery assemblies in alower portion thereof;

FIG. 19E is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit having a compartment, a cage under thecompartment, and six rotor units each having a supporting leg, thecompartment of the center unit comprising at least some electricalcomponents in an upper portion thereof and the cage comprising thebattery assemblies;

FIG. 19F is a perspective view of a battery-powered, multiple-rotor,pilotless, cargo-transportation aerial vehicle, according to somealternative embodiments of this disclosure, wherein the aerial vehiclecomprises a center unit having a compartment and a plurality ofsupporting legs, and six rotor units coupled to an upper portion of thecompartment, the compartment comprising at least some electricalcomponents in an upper portion thereof and the battery assemblies in alower portion thereof;

FIGS. 20A to 22E show various configurations of the battery assembly insome alternative embodiments;

FIGS. 23A and 23B show various configurations of the battery assemblyaccording to some alternative embodiments, wherein the rotor unitcomprises a rotor assembly configured as a pusher with the blade belowthe electrical motor;

FIGS. 24A and 24B show various configurations of the battery assemblyaccording to some alternative embodiments, wherein the rotor unitcomprises two rotor assemblies with one rotor assembly configured as apuller with the blade above the electrical motor and the other rotorassembly configured as a pusher with the blade below the electricalmotor;

FIG. 25 is a schematic diagram of a battery-powered, pilotless,cargo-transportation aerial vehicle, according to some alternativeembodiments of this disclosure, wherein the UAV comprises one motordriving one propeller;

FIG. 26 is a schematic perspective view of a battery-powered,fixed-wing, twin-fuselage, pilotless, (personal or cargo) transportationaerial vehicle according to some alternative embodiments of thisdisclosure, wherein each fuselage comprises a battery assembly;

FIG. 27 is a schematic perspective view of a fixed-wing, twin-fuselage,pilotless, (personal or cargo) transportation aerial vehicle accordingto some alternative embodiments of this disclosure, wherein each sidesection of the fixed wing comprises a battery assembly;

FIG. 28 is a schematic perspective view of a fixed-wing, twin-fuselage,pilotless, (personal or cargo) transportation aerial vehicle comprisingfour battery assemblies, according to some alternative embodiments;

FIG. 29 is a schematic perspective view of a fixed-wing,single-fuselage, pilotless, (personal or cargo) transportation aerialvehicle comprising two battery assemblies, according to some alternativeembodiments; and

FIG. 30 is a schematic perspective view of a fixed-wing,single-fuselage, pilotless, (personal or cargo) transportation aerialvehicle comprising three battery assemblies, according to somealternative embodiments.

DETAILED DESCRIPTION

Turning to FIGS. 1A to 1C, a battery-powered (personal or cargo)transportation aerial vehicle is shown and is generally identified usingreference numeral 100. In these embodiments, the battery-powered aerialvehicle 100 is a battery-powered multiple-rotor personal-transportationdrone (PTD) or aerial vehicle, a passenger-transportation drone oraerial vehicle, a cargo-transportation drone or aerial vehicle, or anAutonomous Aerial Vehicle (AAV).

The aerial vehicle 100 may be used for transporting passengers and/orgoods in a local area such as a downtown core that is usually busy andlacks parking spaces for ground vehicles, from rooftop to rooftop orfrom rooftop to street level. The aerial vehicle 100 may be used fortransporting passengers and/or goods from downtown to suburbs and back,from urban to rural and back, or between cities. In some embodiments,the battery-powered aerial vehicle 100 does not require a pilot onboardand may be operated autonomously or may be remotely controlled.

As shown in FIGS. 1A to 1C, the aerial vehicle 100 comprises a centerunit 102 and a plurality of generally identical rotor units 104generally uniformly distributed about the center unit 102 and coupledthereto via a plurality of coupling components 106 such as connectingarms.

The aerial vehicle 100 comprises a plurality of supporting legs 108extending downwardly from the coupling components 106 and/or the centerunit 102 for supporting the aerial vehicle 100 when the aerial vehicle100 is landed on a surface. In these embodiments, each supporting leg108 comprises a wheel at a distal end thereof for landing on the surfaceand moving thereon. Those skilled in the art will appreciate that inother embodiments, the supporting legs 108 may comprise other suitablelanding components such as ski, landing gear, stands, floats, and/or thelike for landing on various types of surfaces such as solid ground,snowy ground, water, and/or the like.

Herein, the term “proximal” refers to a side or end towards the centerunit 102, and the term “distal” refers to a side or end opposite to theproximal side or end and away from the center unit 102.

As shown in FIG. 2 , the center unit 102 comprises a passengercompartment 122 (also called a cabin or cockpit) with sufficientstrength for accommodating and protecting one or more passengerstherein. In these embodiments, the center unit 102 comprises a canopy124 substantively made of a transparent material such as glass forproviding generally unobstructed view to the passengers therein. Thecanopy 124 is pivotable about an end thereof to act as a door or gatefor allowing passengers to access (ingress or egress) the compartment122. Those skilled in the art will appreciate that, depending on thesize of the compartment 122 and the number of passengers, thecompartment 122 in other embodiments may comprise one or more doors foraccessing the compartment 122 and/or one or more windows for providinggenerally unobstructed view to the passengers therein.

Although not shown in FIG. 2 , the compartment 122 in variousembodiments may comprise therein a variety of equipment. For example,the compartment 122 may comprise one or more sensors such asmagnetometer, and entertainment and comfort equipment such as seats,tables, cameras, and/or the like for passengers to use. Necessary safetyrestraints such as seat belts and/or airbags are also used.

While the aerial vehicle 100 does not require any pilot, the compartment122 in some embodiments may still comprise a console such as aninstrument panel, having one or more display devices and communicationdevices for passenger to view and to communicate with remote people suchas air traffic control staff. In some embodiments, the compartment 122comprises at least an emergency communication device for seeking help inemergent situations. The compartment 122 also comprises a centralcontrol circuitry for controlling various functional devices orsubsystems of the aerial vehicle 100 (described in more detail later).

In some embodiments, the console may further comprise an input devicesuch as a touch-sensitive display for passengers or users to inputcommands such as departing, landing, changing flight plan, and the like.The input device may also be used by the users for controllingentertainment equipment in and/or about the compartment 122.

FIG. 3 shows one of the rotor units 104. As shown, the rotor unit 104comprises an electrically-powered propelling module 130 coupled to thecenter unit 102 via a connecting arm 106 having a cylindrical shape or acubical shape, or other suitable shapes. A supporting leg 108 is locatedat a distance away from the center unit 102 and extends downwardly fromthe connecting arm 106 for supporting the aerial vehicle 100 when theaerial vehicle 100 is landed on a surface.

The propelling module 130 comprises a propelling-module housingstructure 132 receiving and mounting therein a powertrain having a rotorassembly 134, an electrical speed-controller (ESC) module (not shown),and other necessary components such as a transmission and/or one or moresensors (described later). The propelling-module housing structure 132also acts as a mounting base for coupling to the connecting arm 106 formounting the propelling module 130 to the center unit 102.

The rotor assembly 134 comprises an electrical motor 136 driving apropeller or blade 138 thereabove. Such a propeller configuration isgenerally denoted as a puller configuration as the propeller inoperation “pulls” the rotor unit 104 and therefore the aerial vehicle100 off the landing surface. The ESC module is electrically coupled tothe electrical motor 136 for controlling the speed thereof.

As shown in FIG. 4 , the supporting leg 108 comprises a leg housing 152with a wheel 154 coupled to the distal end thereof for supporting andmoving the aerial vehicle 100 on a solid surface. The leg housing 152 isa hollow cube or cylinder and receives therein a battery assembly 156electrically coupled to the center unit 102 and one or more rotor units104 for providing electrical power thereto.

The battery assembly 156 comprises one or more high-energy-densitybattery cells 158 which may be any suitable battery cells such asmetal-clad batteries, Lithium-ion batteries, Lithium-ion polymer (Li-Po)batteries, and the like. For example, in these embodiments, metal-cladbatteries that use clad metals as connectors are used for theirhigh-energy storage volumes and small sizes.

In some embodiments, each battery assembly 156 powers the electricalmotor 136 and the ESC module of the adjacent rotor unit 104 whichgenerally require a high power output to operate the propeller 138. Onthe other hand, the electrical devices in the center unit 102 and thesensors generally require a small power output for operation, and may bepowered by one or more separate sets of batteries.

In some embodiments, the aerial vehicle 100 comprises a power-balancingboard in, for example, the center unit 102 for adjusting the poweroutputs of the battery assemblies 156 for balancing the powerconsumption rates thereof. FIG. 5 is a schematic electrical diagram 172showing the power management for the rotor units 104 of the aerialvehicle 100, wherein lines 174 with a thicker width represent powerwires, and lines 176 (including lines 176A and 176B) with a narrowerwidth represent signal wires.

As shown, the motor 136, ESC module 178, and battery assembly 156 ofeach rotor unit 104 are electrically coupled to a central controlcircuitry 182 in the center unit 102. The central control circuitry 182comprises a flight control module 184 and a power-balancing board 186.The flight control module 184 determines the flight status of the aerialvehicle 100 and adjusts the propellers 138 accordingly. In particular,the flight control module 184 controls the ESC module 178 in each rotorunit 104 via signal wire 176A to adjust the speed of each motor 136 toindividually control the speed of the corresponding propeller 138.

The power-balancing board 186 monitors the power output of each batteryassembly 156 and individually and dynamically adjusts the power outputthereof such that all battery assemblies 156 may have a similar powerconsumption rate.

In this embodiment, all battery assemblies 156 are interconnected inparallel in the power-balancing board 186. Therefore, the batteryassemblies 156 having higher energy-storage will charge those havinglower energy-storage. Consequently, all battery assemblies 156 achieve asame power consumption rate.

In another embodiment as shown in FIG. 6 , all battery assemblies 156are electrically coupled to the power-balancing board 186, and thepower-balancing board 186 distributes electrical power from the batteryassemblies 156 to each ESC module 178 and motor 136.

The power-balancing board 186 in this embodiment monitors the powerconsumption of each battery assembly 156 and uses a power distributionboard (PDB) 188 to dynamically adjust the power distribution.Consequently, the motor 136 experiencing heavy load may be powered bymore than one battery assembly 156. On the other hand, a batteryassembly 156 with high remaining energy storage may have high powerdrain rate (e.g., powering the motor 136 with heavy load, and/orpowering more than one motors 136) until its remaining energy storage isabout the same as that of other battery assemblies 156. Alternatively,the power-balancing board 186 may monitor the power consumption of eachbattery assembly 156, and use battery assemblies 156 having higherenergy storage to charge those battery assemblies 156 having lowerenergy storage. The power-balancing board 186 may also monitor thecharging of the battery assemblies 156 to prevent overheat and/orovercharging.

In an alternative embodiment, each battery assembly 156 powers itsrespective motor 136 via the ESC module 178 in the same rotor unit 104and via a passive power-balancing circuitry such as an adjustableresistor (not shown). The power-balancing board 186 monitors the powerconsumption of each battery assembly 156 and dynamically adjusts theresistance of the adjustable resistor such that all battery assemblies156 have the same load. A disadvantage of this method is that the powerconsumed by the adjustable resistors is wasted as heat.

In some embodiments, the aerial vehicle 100 comprises a variety offunctional devices or subsystems distributed in the center unit 102 androtor units 104.

FIG. 7 is a block diagram showing a functional structure of the aerialvehicle 100. As shown, one or more sensors 192 such as a Radio Frequency(RF) transceiver, a Global Positioning System (GPS) receiver, aninertial measurement unit (IMU) having accelerometer and gyroscope, abarometer, a magnetometer, a temperature sensor, video cameras, radardetectors, a microphone, and/or the like, are distributed on or in thecenter unit 102 and/or one or more rotor units 104 as needed.

The sensors 192 are all electrically (or optically if opticalcommunication means is used) connected to the central control circuitry182 in the center unit 102. The central control circuitry 182 is alsoelectrically connected to a plurality of subsystems in the center unit102 such as a communication subsystem 194 (e.g., for audio/videocommunication and/or data communication), an emergency communicationsubsystem 196, a flight control subsystem 198, a flight managementsubsystem 200, a power management subsystem 202, a detecting andavoiding subsystem 204, a climate control subsystem 206, a furniturecontrol subsystem 208, an entertainment subsystem 210, a booking andpayment subsystem 212, and/or other suitable subsystems.

The communication subsystem 194 establishes and maintains communicationsbetween the aerial vehicle 100 and remote systems such as a UAS TrafficManagement (UTM) system for transmitting data and commands therebetween.The communication subsystem 196 also establishes and maintainsaudio/video communications between the passengers in the aerial vehicle100 and remote systems such as phone systems.

The emergency communication subsystem 196 establishes and maintainscommunications in emergency situations between the aerial vehicle 100and remote systems such as the UTM system, rescue systems, policesystems, and/or the like.

The flight control subsystem 198 is connected to the ESC modules 178 ofthe rotor units 104 for controlling the operation of the motors 136 toadjust the flight status. The flight control subsystem 198 comprises theflight controller 184 shown in FIGS. 5 and 6 .

The flight management subsystem 200 manages the flight operation of theaerial vehicle 100 such as the destinations, flight routes, departuretime, arrival time, and/or the like. The flight management subsystem 200may communicate with the UTM systems for flight management. The flightmanagement subsystem 200 may also provide a user interface (via adisplay in the compartment) for passenger to interact with the UTMpersons to plan, monitor, and/or modify the flight such as inputting anew destination, revising details of flight (e.g., detour), reportinginforming of UTM persons coordination/actions, and the like.

The flight control subsystem 198 and the flight management subsystem 200may be denoted as “onboard autopilot” which may automatically controland manage the flight of the aerial vehicle 100 without the interventionof a human pilot.

The power management subsystem 202 is connected to the batteryassemblies 156 of the rotor units 104 for managing the power outputsthereof. The power management subsystem 202 comprises thepower-balancing board 186 of the embodiments shown in FIGS. 5 and 6 .

The detecting and avoiding subsystem 204 uses suitable sensors andcommunication means on the aerial vehicle 100 to detect and avoid otheraircrafts and objects. For example, the detecting and avoiding subsystem204 may use Automatic Dependent Surveillance—Broadcast (ADS-B) to detectand avoid “cooperative” aircrafts that use the same or compatibletechnologies, and use sensors such as radar to detect and avoid“non-cooperative” aircrafts and objects.

The detecting and avoiding subsystem 204 may also comprise an interfaceto and integrated with the onboard autopilot (the flight controlsubsystem 198 and the flight management subsystem 200) to manipulate theaerial vehicle 100 for collision avoidance and to perform real-timeroute planning/modification if necessary.

The detecting and avoiding subsystem 204 maintains real-timecommunication with the onboard autopilot for UTM-directed flightplanning. In embodiments where the aerial vehicle 100 is remotelycontrolled by a ground control station, the detecting and avoidingsubsystem 204 maintains real-time communication with the mission controlpilot at the ground control station for UTM-directed flight planning. Insome embodiments, the detecting and avoiding subsystem 204 maintainsreal-time communication with both the onboard autopilot and the missioncontrol pilot at the ground control station for UTM-directed flightplanning.

The detecting and avoiding subsystem 204 also comprises landingdetecting and avoiding functions to ensure safety during landing, byusing necessary sensors such as visual/infrared cameras, Light Detectionand Ranging (LIDAR) sensors, and/or the like to detect the objects orpeople at or about the landing location.

The climate control subsystem 206 controls and adjusts the environmentalconditions in the compartment 122 such as temperature, air pressure, airrefreshing, and/or the like to provide a comfortable environment forpassengers.

The furniture control subsystem 208 allows passengers to adjust theconditions of the furniture in the compartment 122 such as the height,position, inclination, and/or the like of tables and/or seats.

The entertainment subsystem 210 provides entertainment to passengers.The entertainment subsystem 210 may also provide advertisements.

The booking and payment subsystem 212 allows passengers to book flightssuch as inputting a new destination, confirming details of flightreservation, and the like, and make required payments. The booking andpayment subsystem 212 may also be associated with a flight reservationapp for facilitating passengers to book flights and make payments.

As shown in FIG. 7 , the center unit 102 may also comprise backupsensors and subsystems 214 corresponding to one or more flight and/orsafety related subsystems such as motors 136, ESCs 178, batteryassemblies 156, the emergency communication subsystem 196, the flightcontrol subsystem 198, the flight management subsystem 200, the powermanagement subsystem 202, the detecting and avoiding subsystem 204, suchthat one or more backup sensors and subsystems 214 may automatically ormanually substitute corresponding safety-related subsystems when thesafety-related subsystems fail.

The backup sensors and subsystems 214 provide additional redundancies tothe aerial vehicle 100 for navigation/flight reliability and safety. Insome embodiments, the sensors and subsystems of the aerial vehicle 100,including all backup sensor and subsystems, are of high-standardcommercial grade (e.g., commercial grade autopilots or provenautopilots) with double or triple redundancy for achieving safety levelscomparable to general aviation or commercial aviation. Moreover, theaerial vehicle 100 generally uses higher-quality components, componentswith known low-failure rates for improved reliability. The aerialvehicle 100 may also comprise onboard failure prediction for criticalflight components such as motors 136 and ESCs 178.

In above embodiments, the aerial vehicle 100 is electrically powered anduses battery assemblies 156 as the power source. In some alternativeembodiments, the aerial vehicle 100 may use hybrid powertrain withfossil-fuel-powered engine/generator for extended flight ranges. Forexample, in one embodiment, the aerial vehicle 100 may comprise agasoline engine for driving a generator to charge the battery assemblies156.

FIGS. 8A to 8C show an aerial vehicle 100 in some alternativeembodiments. The aerial vehicle 100 in these embodiments is generallythe same as that shown in FIGS. 1A to 1C except that in theseembodiments, the propellers 138 are below the respective motors 136(i.e., a pusher configuration) for “pushing” the aerial vehicle 100 offthe ground.

In some embodiments, the battery-powered aerial vehicle 100 mayalternatively be manually operated by one of the passengers as a pilotif necessary.

In above embodiments, the compartment 122 is at an elevationsubstantively above the plane of the connecting arms 106 (so called“lower attachment”). In some alternative embodiments, the compartment122 may be at any other suitable elevations with respect to the plane ofthe connecting arms 106.

For example, FIGS. 9A to 9C show an aerial vehicle 100 in somealternative embodiments. The aerial vehicle 100 in these embodiments isgenerally the same as that shown in FIGS. 1A to 1C except that in theseembodiments, the compartment 122 is at an elevation substantively underthe plane of the connecting arms 106 (so called “upper attachment”).

Although in above embodiments, the battery-powered aerial vehicle 100 isa personal transportation drone for transporting passengers, in somealternative embodiments, the battery-powered aerial vehicle 100 may be acargo transportation drone for carrying and/or transporting goods and/orsuitable objects. The compartment 122 in these embodiments is a cargocompartment for accommodating goods during transportation.

FIG. 10 shows a multiple-rotor, battery-powered cargo aerial vehicle 100for transporting goods of a generally small or moderate weight. In theseembodiments, the aerial vehicle 100 comprises a center unit 102 and aplurality of rotor units 104 generally uniformly distributed about thecenter unit 102 and coupled thereto via a plurality of couplingcomponents 106 such as connecting arms. For example, the multiple-rotorUAV 100 shown in FIG. 10 is a so-called quadcopter having a center unit102 and four generally identical rotor units 104.

The center unit 102 comprises a compartment (not shown) foraccommodating the goods. The compartment may be at any other suitableelevations with respect to the plane of the connecting arms 106. Forexample, in these embodiments, the compartment is at an elevationsubstantively under the plane of the connecting arms 106.

FIGS. 11 and 12 show one of the rotor units 104. As shown, the rotorunit 104 comprises an electrically-powered propelling module 130 coupledto the center unit 102 via a coupling component 106 such as acylindrical connecting arm, and a battery assembly 156 physically andelectrically coupled to the propelling module 130 for providingelectrical power thereto. The propelling module 130 comprises a basestructure 232 as a mounting base for receiving and mounting a rotorassembly 134 and an ESC module 178. The base structure 232 is alsocoupled to the connecting arm 106 for mounting the propelling module 130to the center unit 102.

The rotor assembly 134 comprises an electrical motor 136 and a propelleror blade 138 driven by the electrical motor 136. The ESC module 178 iselectrically coupled to the electrical motor 136 for controlling thespeed thereof.

The battery assembly 156 comprises a battery pod or housing 234 and oneor more high-energy-density battery cells 158 received in the batteryhousing 234 for providing electrical power to the ESC module 178 and theelectrical motor 136. The battery cells 158 may be any suitable batterycells such as metal-clad batteries, Lithium-ion batteries, Lithium-ionpolymer (Li-Po) batteries, and the like.

FIGS. 13A to 13H show the detail of the base structure 232. As shown,the base structure 232 comprises an “L”-shaped main body 236 having acircular recess 238 on a top surface 240 thereof for receiving a motor136 of a rotor assembly 134. The base structure 232 also comprises anarm connector extending from a rear surface 242 of the main body 236 ona proximal or rear side 244 thereof for coupling to the connecting arm106.

On the distal or front side 246, the main body 236 comprises a slotextending inwardly from a front surface 248 into the main body 236 andforming a chamber 250 with a front-side opening for receiving the ESCmodule 178. The main body 236 also comprises a pair of upper channels orgrooves 252 and a pair of lower channels or grooves 254 for sliding inand coupling the battery assembly 156.

FIG. 13H is a schematic cross-sectional view of the base structure 232.As shown, the main body 236 of the base structure 232 comprises threesets of electrical contact terminals 262, 264 and 266 about the chamber250.

The first set of electrical contact terminals 262 extends from thecircular recess 238 into the chamber 250 for electrically coupling thecorresponding electrical terminals of the motor 136 to be locatedthereabove (not shown in FIG. 13H; see FIG. 15 ) to the correspondingelectrical terminals of the ESC module 178 to be located therebelow (notshown in FIG. 13H; see FIG. 15 ). Thus, the first set of electricalcontact terminals 262 is configured for electrically coupling the motor136 to the ESC module 178.

The second set of electrical contact terminals 264 is located at aproximal end 244′ of the chamber 250 for electrically coupling tocorresponding electrical terminals of the ESC module 178 (not shown inFIG. 13H; see FIG. 15 ). The second set of electrical contact terminals264 is also electrically coupled to a set of conductive wires 268 whichextends through the arm connector and the connecting arm 106 (not shownin FIG. 13H; see FIG. 15 ) to the center unit 102 and is electricallycoupled to a flight control module 184 of a central control circuitry182 therein (similar to FIGS. 5 and 6 , described in more detail later).Thus, the second set of electrical contact terminals 264 and the wires268 are configured for electrically coupling the ESC module 178 to thecentral control circuitry 182 in the center unit 102.

The third set of electrical terminals 266 is located in proximity withor adjacent to the proximal ends 244′ of the upper channels 252 forelectrically coupling to corresponding electrical terminals of thebattery assembly 156 (not shown in FIG. 13H; see FIG. 15 ). The thirdset of electrical contact terminals 266 is also electrically coupled toa set of conductive wires 270 which extends through the arm connectorand the connecting arm 106 (not shown in FIG. 13H; see FIG. 15 ) to thecenter unit 102 and is electrically coupled to a power balancing board186 of the central control circuitry 182 therein (see FIGS. 6 and 7 ).Thus, the third set of electrical contact terminals 266 and the wires270 are configured for electrically coupling the battery assembly 156 tothe central control circuitry 182 in the center unit 102.

FIGS. 14A to 14E show the battery housing 234 of the battery assembly156. In this embodiment, the battery housing 234 is made of a rigidmaterial such as steel, rigid plastic, and the like. The battery housing234 comprises a head portion 282 and a main body 284. The head portion282 comprises a pair of upper tracks or ridges 286 matching the upperchannels 252 of the base structure 232, and a pair of lower tracks orridges 288 matching the lower channels 254 thereof. The main body 284 ofthe battery housing 234 has a hollow chamber 290 and a removable bottomwall 292 for receiving one or more battery cells 158. In anotherembodiment, the battery housing 234 comprises a fixed bottom wall 292and a removable head portion 282.

FIG. 14E is a schematic cross-sectional view of the battery housing 234.As shown, the head portion 282 of the battery housing 234 comprisesthree sets of electrical contact terminals 302, 304, and 306electrically interconnected with each other via suitable wiring 308.

The first set of electrical contact terminals 302 is configured forelectrically coupling to the battery cells in the chamber 290 thereof.The second set of electrical contact terminals 304 is configured forelectrically coupling to the ESC module 178 to be located thereabove.The third set of electrical contact terminals 306 is configured forelectrically coupling to the third set of electrical terminals 266 inthe base structure 232.

Referring again to FIG. 12 , to assemble the aerial vehicle 100, thepropeller 138 is coupled to a shaft of the electrical motor 136 which ismounted onto the base structure 232 by suitable fastening means such asscrews, nails, glue, and the like. An ESC module 178 is slid into thechamber 250 of the base structure 232.

To assemble the battery assembly 156, a set of battery cells 158 isinserted into the battery housing 234 via the removable bottom wall 292thereof. The assembled battery assembly 156 is then coupled to the basestructure 232 by sliding the head portion 282 of the battery housing 234into the base structure 232 and engaging the tracks 286 and 288 of thehead portion 282 with channels 252 and 254, respectively. After themotor 136, the ESC module 178, and the battery assembly 156 are mountedto the base structure 232, they are also electrically interconnected.Then, the connecting arm 106 is coupled to the arm connector of the basestructure 232 and the wirings 268 and 270 are extended through theconnecting arm 106 for connecting to the center unit 102. A rotor unit104 is thus assembled.

After assembling a required number of rotor units 104, such as the fourrotor units 104 in the example shown in FIG. 10 , each assembled rotorunit 104 is coupled to the center unit 102 by electrically coupling thewirings 268 and 270 to respective electrical connectors (not shown) ofthe center unit 102, and then mounting the connecting arms 106 to thecenter unit 102. The aerial vehicle 100 is then assembled. As shown inFIG. 10 , in addition to providing electrical power to variouscomponents, the battery assemblies 156 may also act as supporting legs.

FIG. 15 is a schematic cross-section view of a portion of the rotor unit104 with the motor 136, the ESC module 178, the battery assembly 156mounting to the base structure 232, for illustrating the electricalconnections thereof. As shown, the ESC module 178 comprises three setsof electrical terminals 322, 324, and 326 for receiving power from ofthe battery assembly 156, powering and communicating with the electricalmotor 136, and communicating with the central control circuitry 182,respectively.

The first set of electrical terminals 322 is located on a bottom wall ofthe ESC module 178 and is in electrical contact with the second set ofelectrical terminals 304 of the battery assembly 156 which issubsequently electrically coupled to the battery cells 158.

The second set of electrical terminals 324 is located on a top wall ofthe ESC module 178 and is in electrical contact with the first set ofelectrical terminals 262 of the base structure 232 which is subsequentlyelectrically coupled to corresponding electrical terminals (not shown)of the electrical motor 136.

The third set of electrical terminals 326 is located on a rear wallthereof and is in electrical contact with the second set of electricalterminals 324 of the base structure 232 which, as described above, issubsequently electrically coupled to the central control circuitry 182in the center unit 102 via conductive wiring 268.

The first set of electrical terminals 302 of the battery assembly 156 iselectrically coupled to the battery cells 158. The second set ofelectrical terminals 304 of the battery assembly 156 is electricallycoupled to the electrical terminals 322 of the ESC module 178. The thirdset of electrical terminals 306 of the battery assembly 156 iselectrically coupled to the third set of electrical terminals 266 of thebase structure 232 which, as described above, is subsequentlyelectrically coupled to the central control circuitry 182 in the centerunit 102 via conductive wiring 270.

In this manner, the battery assembly 156 powers the electrical motor 136via the ESC module 178, and powers the central control circuitry 182(see FIGS. 5 and 6 ) in the center unit 102 via the wire 270. Thecentral control circuitry 182 in the center unit 102 communicates withthe ESC module 178 via the wire 268 for adjusting the operation of theelectrical motor 136.

FIG. 16 shows an aerial vehicle 100 in an alternative embodiment. Theaerial vehicle 100 in this embodiment is a so-called “hexacopter” and issimilar to that shown in FIG. 10 except that the aerial vehicle 100 inthis embodiment comprises one center unit 102 having a cargo compartment(not shown) and six (6) rotor units 104.

FIG. 17 shows an aerial vehicle 100 in another embodiment. The aerialvehicle 100 in this embodiment is a so-called “octocopter” and issimilar to that shown in FIG. 10 except that the aerial vehicle 100 inthis embodiment comprises one center unit 102 having a cargo compartment(not shown) and eight (8) rotor units 104.

In above embodiments, each rotor unit 104 comprises a battery assembly156. The aerial vehicle 100 in these embodiments has the advantage ofgenerally uniform weight distribution. In some alternative embodiments,some rotor units 104 may not comprise any battery assemblies.

For example, in one embodiment as shown in FIG. 18 , an octocopter 100comprises four rotor units 104A each having a battery assembly 156 andfour rotor units 104B with no battery assembly, wherein the eight rotorunits 104A and 104B are circumferentially uniformly arranged about acenter unit 102. Each rotor unit 104A with battery assembly iscircumferentially intermediate a pair of adjacent rotor units 104Bwithout battery assembly.

In above embodiments, each battery assembly 156 is also used as asupporting leg. In some embodiments including the embodiments describedabove, one or more supporting legs may each comprise a battery assembly156 (and optionally other components such as wheels), wherein a batteryassembly 156 may be enclosed in the supporting leg (and thus act as asupporting leg), be part of the supporting leg, or attached to, mountedto, or otherwise coupled to a supporting leg.

In some embodiments, one or more battery assemblies may extenddownwardly from at least one of the one or more propelling moduleswhich, however, do not act as supporting legs. For example, such one ormore battery assemblies may be shorter than other battery assembliesand/or the supporting legs and thus do not act as supporting legs.

In some embodiments as shown in FIG. 19A, each rotor unit 104 of theaerial vehicle 100 comprises a supporting leg 402. The batteryassemblies 156 are coupled to the supporting legs 402 as horizontalcrossbars. In these embodiments, the connecting arms 106, the batteryassemblies 156, and the supporting legs 402 form a compartment 122 forreceiving therein goods.

In some embodiments as shown in FIG. 19B, each rotor unit 104 of theaerial vehicle 100 comprises a supporting leg 402. The batteryassemblies 156 are coupled to the base structures 232 of the rotor units104 as horizontal connecting arms 106. In these embodiments, the batteryassemblies 156 (also functioning as the connecting arms 106) and thesupporting legs 402 enclose a space for receiving a compartment (notshown).

In some embodiments as shown in FIG. 19C, each rotor unit 104 of theaerial vehicle 100 comprises a supporting leg 402. A plurality ofconnecting arms 106 are coupled between the base structures 232, betweenthe base structure 232 and the center unit 102, and/or between thesupporting legs 402 so as to form a cage 382. The frame of the cage 382(such as the connecting arms 106 and the supporting legs 402) or anysuitable portion thereof may comprise the battery assemblies 156.

In some embodiments, the center unit 102 comprises a cage 382 formed bya framework separated from the connecting arms 106 and the supportinglegs 402. The framework or any suitable portion thereof may comprise thebattery assemblies 156.

In some embodiments as shown in FIG. 19D, the compartment 122 comprisesa plurality of sensors and/or electrical devices therein. A plurality ofrotor units 104 are coupled to a lower portion of the compartment 122 ofthe center unit 102. At least a portion of the sensors and electricalcomponents sensitive to electromagnetic interference are arranged on adistal portion 384 of the compartment 122 such as a top or upper portionof the compartment 122. The compartment 122 also comprises the batteryassemblies 156 on a proximal portion 386 thereof such as a bottom orlower portion of the compartment 122 under the floor 388 such that thebattery assemblies 156 are at a sufficient distance to the sensors andelectrical components to avoid electromagnetic interference thereto.

In some embodiments as shown in FIG. 19E, the center unit 102 alsocomprises a cage 390 under the compartment 122. The cage 390 may beformed in a manner similar to the cage 282 described above such asformed by the connecting arms 106 and/or supporting legs 402 oralternatively formed by a framework separated from the connecting arms106 and supporting legs 402. The cage 390 or any suitable portionthereof may comprise the battery assemblies 156 such that the batteryassemblies 156 are at a sufficient distance to the sensors andelectrical components to avoid electromagnetic interference thereto. Insome embodiments, the battery assemblies 156 may be located within thecage 390.

FIG. 19F shows the aerial vehicle 100 in some alternative embodiments.The aerial vehicle 100 in these embodiments is similar to that shown inFIG. 19D except that in these embodiments, the rotor units 104 arecoupled to an upper portion of the compartment 122 of the center unit102. Similar to the aerial vehicle shown in FIG. 19D, at least a portionof the sensors and electrical components sensitive to electromagneticinterference are arranged on a distal portion 384 of the compartment 122such as a top or upper portion of the compartment 122. The compartment122 also comprises the battery assemblies 156 on a proximal portion 386thereof such as a lower portion of the compartment 122 under the floor388 such that the battery assemblies 156 are at a sufficient distance tothe sensors and electrical components to avoid electromagneticinterference thereto. Compared to the aerial vehicle shown in FIG. 19D,the aerial vehicle 100 in these embodiments has an advantage that theelectrical components such as the central control circuitry 182 is closeto the ESC module 178 and the motors 136. Thus, the central controlcircuitry 182 may be connected to the ESC module 178 and the motors 136using short wirings with reduced electrical noise and/or interferences.

In above embodiments, the central control circuitry 182 is powered bythe battery assemblies 156. In some alternative embodiments, the centralcontrol circuitry 182 comprises its own battery or a suitable powersource, and does not require any power from the battery assemblies 156.

In above embodiments, the battery assemblies 156 are in a vertical orhorizontal orientation when assembled to the aerial vehicle 100. In somealternative embodiments, some or all battery assemblies 156 may be in aninclined orientation (i.e., the angle thereof with respect to ahorizontal plane, is between 0° and 90°) when assembled.

FIGS. 20A to 22E show various configurations of the battery assembly 156in some alternative embodiments. In one embodiment as shown in FIG. 20A,the rotor unit 104 is similar to that shown in FIG. 11 wherein thebattery assembly 156 of a rotor unit 104 extends downwardly from thebase structure 232. However, in this embodiment, the battery assembly156 has a short length and is not configured for acting as a supportingleg. The aerial vehicle 100 in this embodiment comprises separatesupporting legs (not shown).

In one embodiment as shown in FIG. 20B, the battery assembly 156 of arotor unit 104 extends downwardly from the connecting arm 106 at alocation spaced from or in proximity with or adjacent the base structure232 and the rotor assembly 134 with a sufficient distance away from thecenter unit (not shown). In this embodiment, the battery assembly 156 isalso configured for acting as a supporting leg.

In one embodiment as shown in FIG. 20C, the battery assembly 156 of arotor unit 104 extends horizontally backwardly from the base structure232 towards a proximal end 404 of the rotor unit 104 and is coupled tothe top of the connecting arm 106 using suitable fastening means such asscrew, glue, welding, and/or the like.

In one embodiment as shown in FIG. 20D, the battery assembly 156 of arotor unit 104 extends horizontally backwardly from the base structure232 towards the proximal end 404 of the rotor unit 104 and is coupled tothe bottom of the connecting arm 106 using suitable fastening means suchas screw, glue, welding, and/or the like.

FIGS. 21A to 21C show a configuration of the battery assembly 156 in analternative embodiment. FIG. 21A is a side view of a rotor 104. FIG. 21Bis a rear view of the rotor 104 viewing from a rear side as indicated bythe arrow 244″. FIG. 21C is a perspective view of the rotor 104. Asshown, the battery assembly 156 in this embodiment extends horizontallybackwardly from the base structure 232 towards the proximal end 404 ofthe rotor unit 104 and is coupled to a lateral side of the connectingarm 106 using suitable fastening means such as screw, glue, welding,and/or the like.

In one embodiment as shown in FIG. 22A, the battery assembly 156 of arotor unit 104 comprises a plurality of battery units (also denoted as156) extends horizontally backwardly from the base structure 232 towardsthe proximal end 404 of the rotor unit 104 and is coupled to theconnecting arm 106 circumferentially thereabout using suitable fasteningmeans such as screw, glue, welding, and/or the like.

In one embodiment as shown in FIG. 22B, the battery assembly 156comprises a longitudinal bore and extends horizontally backwardly fromthe base structure 232 towards the proximal end 404 of the rotor unit104. The connecting arm 106 extends backwardly from the base structure232 through the longitudinal bore of the battery assembly 156 andcoupled to the center unit (not shown). In other words, the batteryassembly 156 extends horizontally backwardly from the base structure andcircumferentially about the connecting arm 106.

In one embodiment as shown in FIG. 22C, the battery assembly 156comprises two battery units 156-1 and 156-2. The battery unit 156-1extends horizontally forwardly from the base structure 232 away from theproximal end 404 of the rotor unit 104. The battery unit 156-2 comprisesa longitudinal bore and extends horizontally backwardly from the basestructure 232 towards the proximal end 404 of the rotor unit 104. Theconnecting arm 106 extends horizontally backwardly from the basestructure 232 through the longitudinal bore of the battery assembly 156and coupled to the center unit (not shown).

In one embodiment as shown in FIG. 22D, the battery assembly 156 may bereceived in or integrated with the base structure 232.

In one embodiment as shown in FIG. 22E, the battery assembly 156 may bereceived in or integrated with the connecting arm 106.

In above embodiments, each rotor unit 104 comprises a rotor assembly 134configured as a puller with the blade 138 above the electrical motor136. In some embodiments, at least some of the rotor units 104 comprisesrotor assemblies 134 configured as pushers with their propellers orblades 138 below the corresponding electrical motors 110.

For example, in one embodiment as shown in FIG. 23A, the rotor assembly134 is configured as a pusher and the battery assembly 156 extendsupwardly from the base structure 232.

In one embodiment as shown in FIG. 23B, the rotor assembly 134 isconfigured as a pusher. The battery assembly 156 of a rotor unit 104comprises a plurality of battery units extends backwardly from the basestructure 232 towards the proximal end 404 of the rotor unit 104 and iscoupled to the connecting arm 106 circumferentially thereabout usingsuitable fastening means such as screw, glue, welding, and/or the like.

In some embodiments as shown in FIGS. 24A and 24B, one or more rotorunits 104 may each comprise two rotor assemblies 134A and 134B with onerotor assembly 134A configured as a puller with the blade 138 above theelectrical motor 136 and the other rotor assembly 134B configured as apusher with the blade 138 below the electrical motor 136.

In the embodiment shown in FIG. 24A, the battery assembly 156 extendsdownwardly from the connecting arm 106 at a location spaced from or inproximity with or adjacent the base structure 232 and the rotorassemblies 134A and 134B with a sufficient distance away from the centerunit (not shown). In this embodiment, the battery assembly 156 is alsoconfigured for acting as a supporting leg.

In the embodiment shown in FIG. 24B, the battery assembly 156 may bereceived in or integrated with the base structure 232.

In an embodiment similar to that shown in FIG. 24B, the battery assembly156 may be received in or integrated with the connecting arm 106.

Although in above embodiments, the aerial vehicle 100 comprises apower-balancing board 186, in some alternative embodiments, the aerialvehicle 100 may not comprise a power-balancing board 186. Thedisadvantage of these embodiments is that the battery assemblies 156 maybe drained in different rates. As flight of the aerial vehicle 100 isusually over when at least one battery assembly is drained out, theflight time of the aerial vehicle 100 without power balancing may beshorter than that of the aerial vehicle 100 with power balancing.

In embodiments shown in FIGS. 10 to 15 , the base structure 232comprises a first engagement structure having two pairs of grooves 252and 254. The battery assembly 156 comprises an engageable secondengagement structure having two pairs of ridges 286 and 288 engageablewith the two pairs of grooves 252 and 254 the base structure 232,respectively. In some alternative embodiments, the base structure 232may only comprise one pair of grooves, and the battery assembly 156 mayonly comprise one pair of ridges engageable with the pair of grooves ofthe base structure 232, respectively.

In some alternative embodiments, the base structure 232 may comprisethree or more pairs of grooves 252 and 254, and the battery assembly 156comprises three or more pairs of ridges 286 and 288 engageable with thethree or more pairs of grooves 252 and 254 of the base structure 232,respectively.

In some alternative embodiments, the base structure 232 may comprise twopairs of ridges, and the battery assembly 156 may comprise two pairs ofgrooves engageable with the two pairs of ridges of the base structure232, respectively.

In some alternative embodiments, the base structure 232 may compriseanother number of pairs of ridges, and the battery assembly 156 maycomprise a corresponding number of grooves engageable with the ridges ofthe base structure 232, respectively.

In above embodiments, each rotor unit 104 is coupled to the center unit102 via a coupling component 106. In some alternative embodiments, atleast one of the rotor units 104 may have a suitable size and shape suchthat the rotor unit 104 may itself be a coupling component and isdirectly coupled to the center unit 102.

In some alternative embodiments as shown in FIG. 25 , an aerial vehicle100 comprises a body or housing 442 housing receiving therein aplurality of components. In particular, the housing 442 receives thereina motor 136, an ESC module 178, a battery assembly 156, a c centralcontrol circuitry 182, and other suitable components as described above(not shown). Similar to the embodiments described above, the motor 136,the ESC module 178, and the battery assembly 156 are arranged inproximity with or adjacent to each other, and the central controlcircuitry 182 is spaced or at a distance from the battery assembly 156.

The motor 136 comprises a shaft extending out of the housing 442 androtatably coupled to a propeller 138. The battery assembly 156 powersthe motor 136 via the ESC module 178, and also powers the centralcontrol circuitry 182 and components thereof.

The central control circuitry 182 comprises a flight control module 184which controls the ESC module 178 to adjust the speed of the motor 136for controlling the flight of the aerial vehicle 100.

In some alternative embodiments as shown in FIG. 26 , thebattery-powered aerial vehicle 100 is a fixed-wing, twin-fuselage drone.The aerial vehicle 100 comprises a body formed by two fuselages 502coupled by a connection section 504B in the form of a central wingsection, and two side wing sections 504A and 504C extending outwardlyfrom respective fuselages 502. The connection section 504B comprises apassenger or cargo compartment 506.

Each fuselage 502 receives therein about a front end thereof apropelling module formed by a motor 136 and an ESC 178, and a batteryassembly 156 arranged in proximity with or adjacent to the propellingmodule. The compartment 506 receives therein a central control circuitry182 having a flight control module 304 and a power-balancing board 186,and other suitable components as described above (not shown). Thus, thecentral control circuitry 182 is spaced from the battery assemblies 156.

Each motor 136 comprises a shaft extending out of the fuselage 502 androtatably coupled to a propeller 138. The battery assemblies 156 powerthe motors 110 via the ESCs 178, and also power the central controlcircuitry 182 and components thereof. The electrical interconnection ofthe components of the aerial vehicle 100 in these embodiments is similarto that described in FIGS. 5 and 6 .

FIG. 27 shows a fixed-wing, twin-fuselage aerial vehicle 100 in somealternative embodiments. The aerial vehicle 100 in these embodiments issimilar to that shown in FIG. 26 , except that in these embodiments, thefuselages 502 do not comprise any battery assembly. Rather, each sidewing section 504A, 504C comprises a battery assembly 156. Thus, thecentral control circuitry 182 is spaced from the battery assemblies 156.

FIG. 28 shows a fixed-wing, twin-fuselage aerial vehicle 100 in somealternative embodiments. The aerial vehicle 100 in these embodiments issimilar to that shown in FIG. 26 , except that in these embodiments,each fuselage 502 comprises a battery assembly 156, and each side wingsection 504A, 504C also comprises a battery assembly 156. Thus, thecentral control circuitry 182 is spaced from the battery assemblies 156.

In some alternative embodiments as shown in FIG. 29 , thebattery-powered aerial vehicle 100 is a fixed-wing, single-fuselagedrone. The aerial vehicle 100 comprises a body formed by a fuselage 502,and two wing sections 504A and 504C extended outwardly therefrom. Thefuselage 502 receives therein about a front end thereof a propellingmodule formed by a motor 136 and an ESC 178. The motor 136 comprises ashaft extending forwardly out of the fuselage 502 and rotatably coupledto a propeller 138. The fuselage 502 also receives therein about a rearend thereof a central control circuitry 182 having a flight controller304 and a power-balancing board 186, and other suitable components asdescribed above (not shown).

Each of the wing sections 504A and 504C receives therein a batteryassembly 156. Thus, the central control circuitry 182 is spaced from thebattery assemblies 156.

The battery assemblies 156 power the motors 110 via the ESCs 178, andalso powers the central control circuitry 182 and components thereof.The electrical interconnection of the components of the aerial vehicle100 in these embodiments is similar to that described in FIGS. 5 and 6 .

FIG. 30 shows a fixed-wing, single-fuselage aerial vehicle 100 in somealternative embodiments. The aerial vehicle 100 in these embodiments issimilar to that shown in FIG. 29 . However, in these embodiments, thecentral control circuitry 182 and the components thereof are locatedabout the rear end of the fuselage 502 such as in the stabilizer 508.Moreover, the aerial vehicle 100 in these embodiments comprises threebattery assemblies 156, with two battery assemblies 156 located in theleft and right wing sections 504A and 504C, and the third batteryassembly 156 located in the fuselage 502 about the front end thereof.Thus, the central control circuitry 182 is spaced from the batteryassemblies 156.

In above embodiments, each rotor assembly 134 is functionally coupled toand controlled by an ESC module 178. In some alternative embodiments,the battery-powered aerial vehicle 100 does not comprise any individualESC modules 178. In these embodiments, the central control circuitry 182comprises necessary components and/or circuits implementing thefunctions of ESC modules 178 for controlling the speeds of theelectrical motor 136.

Although in above embodiments, the aerial vehicle 100 only comprises onecompartment 122 as a part of the center unit 102, in some alternativeembodiments, the aerial vehicle 100 may comprise a plurality ofcompartments 122 distributed on the center unit 102 and/or at least someof the rotor units 104.

In above embodiments, the one or more battery assemblies 156 are at adistance away from the center unit 102. Therefore, the electromagneticinterferences to the electrical components such as magnetometer in thecenter unit 102 caused by the battery assemblies 156 are significantlyreduced or even practically eliminated, compared to conventional designin which the battery assemblies 156 are installed in the center unit 102and at a short distance to the electrical components therein.

As the battery assembly 156 is located in proximity with or adjacent tothe electrical motor 136 and the corresponding ESC module, theelectrical wiring therebetween is generally short, thereby reducing theelectrical noise and variation during dynamic motor speed variations.

As those skilled in the art would appreciate, weight is an important oreven a critical factor of battery-powered aerial vehicles. By locatingthe one or more battery assemblies at a distance away from the centralcontrol circuitry and in proximity with or adjacent to the propellingmodules (and the powertrain thereof), the battery-powered aerialvehicles disclosed herein may achieve a weight reduction compared totraditional battery-powered aerial vehicles. Moreover, a generallyuniform weight distribution of the battery assemblies onto the rotorunits 104 provides increased stability in operation of thebattery-powered aerial vehicle.

Those skilled in the art will appreciate that in above embodiments,weight reduction may be achieved in (i) weight reduction in structuralparts or components of the body of the battery-powered aerial vehicle,and/or (ii) weight reduction in employing shortened lengths of powerwiring.

For example, in traditional multiple-axial battery-powered aerialvehicles, the central control circuitry and battery are located in thecenter unit while the propelling modules are located in the rotor units.Moreover, the payload is typically located under the center unit. As thelifting forces are generated at the rotor units, consequently thestructural parts of the body such as the connecting arms and the centerunit (in particular the structural portion thereof that receives theconnecting arms) are required to have a high strength for accommodatingthe combined weight of the center unit, which generally implies a highweight requirement to the connecting arms and the center unit.

On the other hand, by locating the one or more battery assemblies 156 ata distance away from the central control circuitry 182 and in proximitywith or adjacent to the propelling modules 105, the one or more batteryassemblies 156 are located in the rotor units 104. As the weights of theone or more battery assemblies 156 are carried by the rotor units 104,the connecting arms 106 and the center unit 102 do not require astrength as high as those of the traditional multiple-axialbattery-powered aerial vehicles. The weight of the connecting arms 106and the center unit 102 and in turn the weight of the entirebattery-powered aerial vehicle 100 may be adequately reduced. Such aweight reduction gives rise to an increased battery weight/aircraftweight ratio.

The weight reduction of the battery-powered aerial vehicles 100disclosed herein may also be achieved by using shortened lengths ofpower wiring.

For example, in multiple-axial battery-powered aerial vehicles, thepropelling modules 105 receive power and control signals from the ESCmodule 178 and the ESC module 178 in turn receives power from thebattery 156. Compared to the signal wires or cables only requiring smallcurrents for transmitting control signals, power wires or cablesgenerally require large currents and therefore are generally thicker(i.e., of larger gauges) and heavier.

In traditional multiple-axial battery-powered aerial vehicles, thecentral control circuitry and batteries are located in the center unit,and the propelling modules are located in the rotor units. The ESCmodule(s) may be located in the center unit or in rotor units.Therefore, long power cables are required between the center unit andthe rotor units for delivering electrical power from the battery at thecenter unit to the propelling modules at a plurality of rotor unitsregardless where the ESC module is located.

On the other hand, in some embodiments of the battery-powered aerialvehicles 100 disclosed herein, the central control circuitry 182 islocated at the center unit 102 and may have its own power source, andeach rotor unit 104 comprises a battery assembly 156, ESC module 178,and propelling module 130 in proximity with or adjacent to each other,Therefore, the battery-powered aerial vehicle 100 does not require anypower cables between the center unit 102 and the plurality of rotorunits 104, thereby giving rise to weight reduction.

Although the battery-powered aerial vehicles 100 disclosed herein mayrequire extended signal wires for transmitting control signals, and insome embodiments may require additional signal wires for power balancingsuch as active power balancing, the increased weight of signal wires maynot offset the weight reduction from shortened power cables as thesignal wires are generally of much lighter weight than power cables. Theweight reduction from the shortened power cables may be more significantfor large-size battery-powered aerial vehicles.

In some embodiments, passive power balancing is used wherein additionalpower cables may be used for extending from the battery assemblies 156distributed in the rotor units 104 to a common connection point in thecenter unit 102. As the balancing current is generally much lower thanthe current required for powering the propelling modules 105 and ESCmodules 178, the power cables for passive power balancing are of smallergauges than the power cables for powering the propelling modules 105 andESC modules 178. Moreover, each power-balancing cable may comprise afewer number of wires than the power cable, such as two smaller-gaugewires in each power-balancing cable compared to three larger-gauge powerwires in each power cable for powering propelling modules 105 and ESCmodules 178. Therefore, the battery-powered aerial vehicles 100disclosed herein may still achieve weight reduction when passive powerbalancing is used.

Another advantage of the battery-powered aerial vehicles 100 disclosedherein is that, by locating each battery assembly 156 in proximity withor adjacent to the corresponding ESC module 178 (e.g., see FIGS. 12 and15 ), the wires between the battery assembly 156 and the ESC module 178are shortened thereby reducing the risk of ESC failure.

Moreover, by distributing battery assemblies onto or near the rotorunits 104, different types of battery assemblies may be used withincreased battery safety, compared to the conventional design in whichbattery assemblies are installed in the center unit 102.

Although embodiments have been described above with reference to theaccompanying drawings, those of skill in the art will appreciate thatvariations and modifications may be made without departing from thescope thereof as defined by the appended claims.

What is claimed is:
 1. A battery-powered aerial vehicle comprising: acenter unit comprising a compartment for receiving therein one or morepassengers and/or cargo goods; one or more rotor units coupled to thecenter unit; one or more battery assemblies; and a plurality ofelectrical circuitry components comprising a central control circuitryand at least a flight control subsystem, a detecting and avoidingsubsystem, and an emergency communication subsystem controlled by thecentral control circuitry, one or more of the plurality of electricalcircuitry components received in the center unit; wherein the one ormore rotor units comprise one or more propelling modules functionallycoupled to the central control circuitry; wherein the one or morebattery assemblies are configured for being controlled by the flightcontrol subsystem for at least powering the one or more propellingmodules; and wherein the one or more battery assemblies are at adistance away from the center unit for reducing electromagneticinterference to the one or more of the plurality of electrical circuitrycomponents in the center unit.
 2. The battery-powered aerial vehicle ofclaim 1, wherein one or more of the plurality of electrical circuitrycomponents are received in an upper portion of the compartment; andwherein at least one of the one or more battery assemblies is receivedin a lower portion of the compartment.
 3. The battery-powered aerialvehicle of claim 1, wherein at least one of the one or more batteryassemblies is received in a lower portion of the compartment under afloor thereof.
 4. The battery-powered aerial vehicle of claim 1, whereinthe one or more rotor units are coupled to a lower portion of the centerunit.
 5. The battery-powered aerial vehicle of claim 1, wherein the oneor more rotor units are coupled to an upper portion of the center unit.6. The battery-powered aerial vehicle of claim 1, further comprising oneor more supporting legs; and wherein at least one of the one or moresupporting legs comprises at least one of the one or more batteryassemblies.
 7. The battery-powered aerial vehicle of claim 6, whereinthe at least one of the one or more battery assemblies is enclosed inthe at least one of the one or more supporting legs.
 8. Thebattery-powered aerial vehicle of claim 6, wherein the at least one ofthe one or more battery assemblies is coupled to the at least one of theone or more supporting legs.
 9. The battery-powered aerial vehicle ofclaim 1, wherein at least one of the one or more battery assemblies islocated in a rotor unit and is configured for acting as a supportingleg.
 10. The battery-powered aerial vehicle of claim 1, furthercomprising a plurality of supporting legs; and wherein at least one ofthe one or more battery assemblies extends between two of the pluralityof supporting legs.
 11. The battery-powered aerial vehicle of claim 10,wherein at least one of the plurality of supporting legs extendsdownwardly from one of the one or more rotor units.
 12. Thebattery-powered aerial vehicle of claim 1, further comprising aplurality of rotor units; and wherein at least one of the one or morebattery assemblies extends between two of the plurality of rotor units.13. The battery-powered aerial vehicle of claim 1, wherein at least oneof the one or more battery assemblies extends downwardly from at leastone of the one or more propelling modules.
 14. The battery-poweredaerial vehicle of claim 1, wherein the one or more rotor units arecoupled to the center unit via one or more coupling components.
 15. Thebattery-powered aerial vehicle of claim 14, wherein each of the one ormore coupling components is a connecting arm.
 16. The battery-poweredaerial vehicle of claim 14, wherein the battery assembly extendsdownwardly from the coupling component.
 17. The battery-powered aerialvehicle of claim 1, further comprising a cage; and wherein at least oneof the one or more battery assemblies forms a part of the cage.
 18. Thebattery-powered aerial vehicle of claim 1, further comprising a cage;and wherein at least one of the one or more battery assemblies isreceived in the cage.
 19. The battery-powered aerial vehicle of claim17, wherein the cage is located under the compartment.
 20. Thebattery-powered aerial vehicle of claim 1, wherein the plurality ofelectrical circuitry components further comprises a backup centralcontrol circuitry.
 21. The battery-powered aerial vehicle of claim 1,wherein the plurality of electrical circuitry components furthercomprises at least a magnetometer in the center unit.
 22. Thebattery-powered aerial vehicle of claim 1, wherein at least one of theone or more battery assemblies comprises one or more metal-clad batterycells.
 23. The battery-powered aerial vehicle of claim 1, wherein eachof the one or more battery assemblies is in proximity with or adjacentto one of the one or more propelling modules; and wherein the centralcontrol circuitry is at the distance away from the one or morepropelling modules.
 24. The battery-powered aerial vehicle of claim 1,wherein the central control circuitry comprises a battery-powerbalancing circuit for balancing the power consumption rates of the oneor more battery assemblies.
 25. The battery-powered aerial vehicle ofclaim 1, wherein each of the one or more propelling modules comprises anelectrical motor coupled to a base structure, a propeller rotatablycoupled to the electrical motor, and an electrical speed-controllercoupled to the base structure and electrically coupled to the electricalmotor for controlling a speed thereof.
 26. The battery-powered aerialvehicle of claim 25, wherein the propeller of at least one of the one ormore propelling modules is located above the electrical motor.
 27. Thebattery-powered aerial vehicle of claim 25, wherein the propeller of atleast one of the one or more propelling modules is located under theelectrical motor.
 28. The battery-powered aerial vehicle of claim 1,wherein the plurality of electrical circuitry components furthercomprise a flight management subsystem.
 29. The battery-powered aerialvehicle of claim 28, wherein the flight control subsystem and flightmanagement subsystem are configured for automatically controlling andmanaging flight of the battery-powered aerial vehicle.
 30. Thebattery-powered aerial vehicle of claim 1, wherein the plurality ofelectrical circuitry components further comprise a communicationsubsystem and a power management subsystem.
 31. The battery-poweredaerial vehicle of claim 1, wherein the plurality of electrical circuitrycomponents further comprise a climate control subsystem, a furniturecontrol subsystem, an entertainment subsystem, and a booking and paymentsubsystem.
 32. The battery-powered aerial vehicle of claim 1, whereinthe plurality of electrical circuitry components further comprise one ormore backup subsystems of at least the flight control subsystem, thedetecting and avoiding subsystem, and the emergency communicationsubsystem.